Auxiliary valved-head attachment fob intebnaii-combttstiom  motors



l. D. LANGDUN.

AUXILIARY VALVED HEAD ATTACHMENT FOR INTERNAL COMBUSTION MOTORS. APPLICATION FILED NOV. 4,1916. RENEWED MAR; l0. |919. 1,316,454, Patented sept. 16, 1919.

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LO @n0/mns 1 l. D. LANGDON.

AUXILIARY VALVED HEAD ATTACHMENT fdR INTERNAL CUMBUSTION MOTORS. MPucmon man nov. 4, 191s. nzufwsn ma. 1o. me.

1,316,454. Pamndsept. 16,1919.

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TNB CDLUMIIA mNoanAPn co., WAslllNnTml. D. c.

J' ESSE D. LANGIDON, OF WATEBVILLE, WASHINGTON.

AUXILIAIRE VALVED-HEAD ATTACHMENT FOR INTERNAL-GOMBUSTION MOTORS.

Specification of Letters latent.

Patented Sept. 16, 1919.

Application nled November 4, 1916, Serial No. 129,464. Renewed March 10, 1919. Serial No. 281,793.

To all 'whom it may concern:

Be it known that I, JEssn D. LANGDON, a citizen of the United States, residing at Waterville, in the county of Douglas and State of Washington, have invented certain new and useful Improvements in Auxiliar Valved-Head Attachments for Interna Combustion Motors and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

My invention relates to an improved auxiliary valved head attachment for internal combustion motors and the valve operating mechanisms therefor, and my primary aim is to provide novel mechanisms capable of eiicient application to any of the motors now in use, or which may be built in motors hereafter manufactured, for raising the normal power curve of the motor.

A further aim is to provide auxiliary means for incorporating additional valves other than the valves ordinarily employed in internal combustion motors, and to provide means for operating the ordinary valves and the additional valves and to also alter the functions of said valves as desired.

These and other aims and advantages of my invention will more fully appear as the nature of the invention is more clearly understood from the following specification, the subject-matter of the claims, and the adopted views illustrated in the accompanying drawings, in which:

Figure 1 is a side view, artly broken away and partly in section, o a combustion motor showing one method of applying my invention thereto, and

Fig. 2 is a view similar to Fig. 1 showing another method of applying my invention to a motor. i

I desire to here state that for" the sake of clear-ness and convenience-:in illustrating the applications of my invention I have adopted only two of the various methods'lwhich I employ to accomplish the desiredv results, that I do not therefore restrict my' invention "to the exact detais as herein shownand described as' my invention is capable of'an extensive field of use, and that I may resort; to alterations and variations therein as I'f: may deem expedient to meetthe exigencias` of the case without departing from the splrlt of this invention or the scope of the claims.

One .of the methods by which I attain the desired results of my invention is illustrated in Fig. 1 of the drawings and wherein is shown that part of an ordinary combustion engine sufficient to show the application of my invention, and comprises the engine base 1, the engine shaft 2 having mounted thereon the fan belt pulley 3 and the gear 4 meshing with the gear 5 upon the end of the cam shaft 6 provided with the intake valve operating cams 7 and the exhaust valve operating cams 8.

The cams 7 actuate the stems 9 of the intake valves 10 for controlling the fue] charge in the fuel chambers 11 connected with the intake manifold 12, while the cams 8 operate the stems 13 of the exhaust valves 14 for controlling the passage of the spent gases into the exhaust chambers 15 communicating with the exhaust manifold 16, the valves 10 and 14 being normally held seated by the compression springs 17 in the usual manner.

The foregoing described parts are the well known features of an ordinary internal combustion engine and I employ in oombination therewith the demountable head 18` provided with the combustion chambers 19, communicating with the fuel chambers 20 and the exhaust chambers 21, communication between the combustion chambers 19 and the fuel chambers 20 being controlled by the intake valves 22 held normally seated by the compression springs 23 surrounding the valve stems 24 of the intake valves 22 and interposed between heads 25 of the stems 24 and the upper surface of the demountable head 18, while the communication between the combustion chambers 19 and the exhaust chambers 21 is controlled by the exhaust valves 26 held normally seated by the compression springs 27 sur- ;rounding the `exhaust valve stems 28 and interposed between the heads 29 of the 'exhaust valve stems and the upper surface of the demountable head 18.

V The fuel charge enters the fuel chambers l20 through the ports 30 from an intake manifold operatively mounted at the opposite side of the motor and similar to .t e

s ent intake manif ld 12 but elevted to u plane above that o. the intake manifold 12, while the spent gases in the exhaust chambers 21 puss outwardly through! the ports 31 into un exhaust manifold also operutively posi turned el the opposite side of the iriotol'v und similar to the exhaust manifold 16.

Villn'tebly mounted upon the upper surface of the delinountuble heed 18 are the posts or Standards" 3Q provided with the journals o1' bearings 33 in which is mounted the Cain lShaft 34 provided with the iritele'valve operetin'g coms 35 and the exhaust valve operating` cams 36, und for operating the cum shaft 34 there is provided upon one of its ends the s rocket wheel 37, connected bythe sproc et chain 38 to the sprocket wheel 39 secured upon the engine shaft 2 or upon one side ofthe fen belt pulley 3 es desired, the ratio of the revolution of the sprocket Wheel 37 to the revolution of the sprocket Wheel 3'9 being one to two so that the Sproclet `Wheel 39 will make' two revolutions to one of the sprocket wheel 3"? in order to properly time the speed of the com she ft 3:4. l

In this method employed I preferably position the res ectve Valves of the motor and the respective valves of the demount- 'able head in 'vertical alineneent with eaich other though- I may position these valves in other reletwe positions.

Briefly describing the operation of the foregoing mechanisms, the cem shaft G of the and the cau'nl shaft 34 of the demountuble' heed re so operated and timed with respect to erich* other that an intake valve 10 of the motor will he' elevated to Milon fue from a, nel @mms-er 11 @l the motor into a combustion chamber 19 ofthe head, and simultaneously en. intake valve 22 of the heefd Wil-l be depressed' to admit fuel from ai fuel chamber 20 of the heed into the comh'i'lstion chamber 19'. After the explosion of o hier ehergo en exhaust valve 14 ofthe motor will be elevated' to allow the gases iso escape from e combustion o einher I9' of the heed into' an' ut'hu'st ehennberl of the motor, and seioiteneously therewith' am exhaust volvo 2o of the heed will be depressed for also oilewngthe spent gases to esce e from a; combustion chamber r9 into am e :met chamber 2d oi the head.

IThis operation continues' consecutively in elle respeetide cylinders of the motors, amd consequently* osieh cylinder of the motor is suppied with 'two int/ske vazllves amd two e'xheustvulyesthereby intreden-tg the effi- 'money/:ofthe motori Y shoe-by my immo-ou md theeomsmltion "disclosed tlfierein' is similar to thutfshldwfn in l@ Figi 1 exoeptng' s011111A on' the detail perl-s4 In Fig. *of the' drawings' I disclose another method df elttairlint` the ireslhltsfdelvllieren ift will! onlybe necessary wherein after describe the above mentioned detail parte. In this instance I employ the lower cam shuft l10 provided with n plurality of similarly disposed puirs of cuius 41, euch pair of the cams 41 simultaneously uctuutes un intake valve 10 und am exhuust vulve 14 of the motor so thet ell of these valves of the motor are trunsfornled into n plurality of pairs of exhaust vulves so that euch of the cylinders is supplied `with two exhaust valves which are consecutively elevated b the pairs of cams 41 upon the cum sha t 40 so that the spent gases will pass from a combustion chamber 19Y of the heed into on exhaust che'n'xber 15 and e fuel chem-ber 11 off the motor, the fuel chain-hers 11 of the motor being transformed into exhaust chambers by the employment of the cern shaft 40 and by removing the intake mehr fold 12 and covering the intake ports of thc chambers 1:1 with u, leg of the exhaust mami- .fold 42, so ihut it is clearly shown thot all of the originel vulve-s of the nrotoi' :1re now transformed into n plurality of pairs of exhaust valves.

Mounted in the standards 32 upon th'e deln-ountahle hend 18 is the upper cem shaft 4'3 provided with e1 plurality of similarly disposed pairs of cams 414 which in this instance simulteneously depresses en intstke vetlye 2'2 and an exhaust valve' Q6 of the head so es to admit fuel' into combustion chamber 19 of theY head from the fuel' chomher' 45 which communicates by means of the ports 46 with ain intake manifold (not shown) operutively positioned ait the opposite side of the' motor. The fuel chamber 45' in this instance is e single chamber in the upper portion of the heed 18 endl extends the fufllulength thereof und, therefore, the exhaust chambers 21 of the heed 18 of Fig'. I are dispensed with. By the employment of the cern shaft 43 and its pairs of earns 44 m11 of the valves of the headare transformed into al plurality of pre-ihrs of intake valves which aire operated ini consecutive pairs during the operationl of the motor. The cani' shnftsfeto endl 43- are opereted' and tilfhed in e similar meunier to tht in which the cum' shafts 6 and 34 of Fig.` 1 aire o erated, and it will he Sleen that each of t ecylifnders of thle motor is also supplied Wirth two' inftailszel velues sind two exhaust valves by this method.' i

While I prefer toi operate the upper? cem Shafts Staind 48' thrrou'gih the mednmr-of tlmesprooket wheels 3&5 and 39 1mdthle een` meeting spliooket olsmn 38 I may employ bevel pinion@ in Bied olf the sprocket wheels 37 and 319y ,and opereftiyely 4eommeet theffp-inione with any suitable form of eomlectng shaft; oneny other suitwble driving. comme# U and the advantageous results attained thereb in the foregoing illustrations and descriptlons of the two methods which I employ and have adopted for this purpose, but it is to be understood that I am not limited to these disclosures as m invention is capable of application to a wi e range of motors and the unlimited use of the additional valves, requirin onl such alterations in dimensions an con ormations of the elements necessary to meet the requirements of the case.

By this invention I am enabled to increase the normal ower curve of a motor to any practicable egree, and by the addition of another cam shaft the variable valve timing is made possible. Again, should either the original valve mechanisms or the additional valve mechanisms become disabled, the opperating mechanisms of the disabled set of valves may be disconnected or one throttle closed and the motor may then be operated at its normal power.

Having described my invention, what I claim as new and desire to secure by Letters Patent, isz- 1. An internal combustion motor, comprising a cylinder block containing a plurality of cylinders, a removable unitary head for all of said cylinders, said head provided with an intake and an exhaust valve for each cylinder and said cylinder block provided with an intake and an exhaust valve for each cylinder, intake and exhaust manifoldscooperating with the respective valves, and means for operating said valves.

2. An internal combustion motor, com-` prising a cylinder block containing a plurality of cylinders, a removable unitary head for all of said cyllnders, said cylinder block provided with an intake and an exhaust valve for each cylinder, said head provided with an intake and an exhaust valve for each cylinder, intake and exhaust manifolds cooperating With the respective valves, and means for operating the sets of valves conjunctively and also adapted to operate one set of valves without the other.

3. An internal combustion motor, comprising a cylinder block containing a plurality of cylinders, a removable unitary head for all of said cylinders, said cylinder block provided With an intake and an exhaust valve for each cylinder, said head provided with an intake and an exhaust valve for each cylinder, intake and exhaust manifolds eooperating with the respective valves, and means for operating the valves of said cylinder block and the valves of said head conjunctively with each other and capable of arrangement for operating one set of the valves Without the other.

4. An internal combustion motor, comprising a cylinder block containing a plurality of cylinders, a removable unitary head for all of said cylinders, said cylinder block provided With an intake and an exhaust valve for each cylinder, said head provided with an intake and an exhaust valve for each cylinder, intake and exhaust manifolds cooperating With the respective valves, cam shafts for operating said valves, and means for operatively connecting said cam shafts with the motor crank shaft.

5. An internal combustion motor, comprising a cylinder block containing a plurality of cylinders, a removable unitary head for all of said cylinders, said cylinder block provided With an intake and an exhaust valve for each cylinder, said head provided with an intake and an exhaust valve for each cylinder, intake and exhaust manifolds coperating with the respective valves, a cam shaft upon said cylinder block for operating the valves thereo a cam shaft upon said head for operatin the valves thereof, and means for operatively and independently connecting said cam shafts with the motor crank shaft to operate the respective valves of said block and said head conjunctively with each other and to also operate one set of the valves Without the other.

In testimony whereof I have signed my name to this specification in the presence of a subscribing Witness.

JESSE D. LANGDON.

Witness S. W. CooKnELL.

copies ot this patent my be obtained for ve cents each, by addressing the "Commissioner of Patents, Washington, D. 0. 

